Vehicle and particularly railway rolling stock



Oct. 3, 1939. V Qw. E. WOODARD VEHICLE AND PARTICULARLY RAILWAY ROLLINGSTOCK Filed Jan. 10, 1936 7 Sheets-Sheet l mvzufon MZWMM o 1939- WQE.WOODARD VEHICL IE AND PARTICULARLY RAILWAY ROLL ING STOCK 7 Sheets-Sheet2 Filed Jan. 10, 1936 I INVENTOR ATTORNEYS Oct. 3, 1939.

w. E. WOODARD VEHICLE AND PARTICULARLY RAILWAY ROLLING STOCK Filed Jan.10, 1956 7 Sheets-Sheet 5 Wf- Mae/a ATTORNEYS W. E. WOODARD Oct. 3,1939.

VEHICLE AND PARTICULARLY RAILWAY ROLLING STOCK -7 Sheets-Sheet 4 FiledJan. .10, 1936 INVENTOR ATTORN EYS Oct.- 3, 1939.

W. E. WOODARD VEHICLE AND PARTICULARLY RAILWAY ROLLING STOCK Fiid Jan.10. 1936 7 Sheets-Sheet 5 OR Wra /M W INVENT 71 ATTORNEYS Oct. 3, 1939'.w. E. wobnmb- VEHICLE A311) PARTICULARLY RAILWAY ROLLING STOCK FiledJan. J 0, 1936. '7 Sheets-Sheet 6 INVENTOR figwz W g ATTORNEYS v 1939-w. E. 'woobARD VEHICLE AND PARTI ECULARLY RAILWAY ROLLING STOCK FiledJan. '10, 1936 7 Sheets-Sheet 7 W INVENTOR BY A'I'I'ORN EYS meter d. V

omen STATES PATENT, orrlcr VEHICLE AND PARTI STOCK Y way William E; w,Forest N. r.

Application January 10,1936, Serial No. 58,595

- W useful in light-weight high-speed rail cars; and

it is as applied to that particular type of equipment that I have hereindescribed and illustrated the invention. hermore, while the inventioninvolves generally the running gear of such a vehicle and theassociation of such running gear with any frame or rigid weight carryingstructure of such a vehicle, it also has certain special, and especiallyadvantageous, characteristics and relationships peculiar to truck struc-Titli tures and truck frames for such vehicles. Therefore, while notlimited in certain aspects, to application to truck structures only, theinvention is descrihedand illustrated herein as so applied.

One of the primary purposes of the invention is the reduction of weightof the vehicle generally; and more particularly of the trucks thereofand still more speciflcally'the reduction of the m load per axle.

Another fundamental purpose of the invention is to improve the ridingand trach'ng qualities of high-speed vehicles, and more particularly toprovide an extremely flexible truck and wheel arrangement, whilemaintaining adequate strength and rigidity of the truck frame, andassuring 35 proper guiding and tracking action of the wheels on therails, even under extremely high-speed operation, and withoutundesirable motions, vibrations, or synchronous oscillations. K Theinvention further contemplates reduction 40 of noise in the running gearof high-speed rail equipment; improvement in operation, and extension ofthe field of usefulness of resilient or pneumatic-tired wheels for suchvehicles; increasing the safety of such high-speed rolling stock 45including reduction of the possibility of derailment; and, in general,the improvement of the construction and operation of rubber-tiredrailway vehicle trucks, and the reduction ofcosts, such as initial cost,repairs, replacements, main- 9 tenance, etc.

. More specifically, the invention contemplates the lightening of theweight of vehicle framing, and particularly of truckframe structures;the

reduction of tire and flange loads per wheel, not 55 only by suchreduction of weight, but also by increasing the number of wheelssupporting the frame, particularly when employed in truck structures,incidental to which also is a, substantial elimination of the risk ofrubber-tired wheels riding up and ofi of the rails and a material reduc-5 tion in the wear of the rubber tires, when such are employed; theimprovement of guiding and tracking operation and riding qualities,particularly of such trucks, specifically by the dividing of the wheelsinto groups which groups are equal- 10 ized together, the wheels ofveach group being further equalized together independently of the wheelsof another group in the truck; the utilization of a single equalizingsystem to serve commonly a plurality of functions, including two or moreof the following: vertical equalization, lateral equalization,positioning of the wheels and axles longitudinally of the truck,transmission to amid equalization of the weight between a plurality ofaxles, mounting of the wheels and axles 0 in the frame, cushioning thetransmission of the weight, centering the wheels laterally, damping.vibrations and cushioning shocks both vertically and laterally; and, ingeneral, the provision of flexibility of truck action while at the sametime maintaining the rigidity and stability of the truck frame, yieldingsupport of the car body by the frame, and suitable swiveling and limitedlateral motion relatively between the truck frame and the vehicle frame.

Still other and more detailed features, objects, and advantages involved.in or flowing from the present invention, will appear as thedescription proceeds; and all such objects and advantages,

together with such others as may occur to those skilled in the art, willbe clearly understood by reference to the drawings, in which- Figure lis a somewhat diagrammatic outline, in plan, of an eight-wheel truckincorporating the invention, here shown as embodying -pneumatic-tiredwheels (although it will be understood that the invention is not solimited) and illustrating certain characteristics of operation of l thetruck upon a curved sectionof track;

Figure 2 is a top plan view of the truck frame, 5 in some detail, (withparts broken away and shown in section at different levels) andillustrating certain of the equalizing, centering, and cushioningfeatures of the invention, some other parts being omitted, for the sakeof clarity;

Figure 3 is a side elevational view of themech anism of Figure 2; Figure4 is an end elevational view, on a somewhat larger scale, of certain ofthe truck parts Of Figures 2 and 3, particularly of the lateral wheels,equalizing mechanism, and vertical shock absorbing means;

Figure 6 is substantially a transverse vertical section through themid-portion of the truck of Figure 3, with certain parts shown inelevation and other parts omitted;

Figure '1 is a front elevational view of part of the equalizer centeringmechanism (which is shown generally in top plan in Figure 2); V

Figure 8 is an end elevational view of'Flgure '7, 'and illustrating thesecuring of said mechanism to a portion of the truck frame;

Figure 9 is a top plan detail of an equalizer member, on a scale largerthan that of Figure 2.

. Figure 10 is a side elevation of the same;

Figure 11 is a vertical sectional view, taken -in a plane transverselyof the truck, through one end of the mechanism of Figure '1, showing onan enlarged scale, the details of that device;

Figure '12 is an enlarged vertical sectional view, taken on a planegenerally longitudinally of the truck, through the equalizer moimtlng,or

equalizercrosshead' guide, fragmentarily showing the equalizer inelevation, and illustrating the yielding and rocking moimting of the q lr with respect to said guide and thus with relation to the truck frame;Figure 13isasectionalvlewon theline I Il3 of Figure 12; and

Figure 14 is a transverse section taken substantially on the line ll-llof Figure 12.

Turning now to the general views of the truck, 'and bearing in mind thatthe invention is in certain broad aspects not limited to a truckstructure, nor specifically to the particular number of wheels and axlesor the specific grouping thereof herein shown, it-will be seen that thepresent embodiment of the invention illustrated in these figures,involves a truck frame I which extends, in general, longitudinally ofthevehicle, in a posi'tion to overlie the axles I, which latter,however, are not directly mounted or journalled in said frame. 7 V

The truckframe is preferably a single rigid structure, formed, forexample, of sheet metal such as steel or'some suitable lighter alloy,and

'gral with. or rigidly secured (as comprising longitudinally extendingside trusses 'II, Ila (Fig. 3), flanged over to form an upper decking orstiffening, as at ll (Fig. 2) and intey welding) to cross members II,II, II, II, and the like, and diagonal members such as II, It, whichlatter form X or V-shaped braces when viewed in plan.

The transverse members II, II and II preferably include the top flanges(identified by said numerals), the bottom flanges Ila, Ila, 22a, anddeep vertical webs Ilb, Ilb, III). The diagonals II and II, at theirpoint of intersection, are on a level with and merge into the flangeIla; near the center of the truck they are joined together by thehorizontal transverse flange IIa welded to the central cross-structureof the frame; and at their opposite ends they are joined by a similartransverse plate ,Ila, welded to the web IIb. For added stiflness, thediagonal braces I3 and Il may, in cross-section beupwardly'arched or'convexed, as indicated by the shading in Fig. 2.

The level of the members I3 and II and associated parts formingjunctures therewith is below mam the top of the frame but above theaxles as seen in Fig. 3. The axles and associated parts may thus bereadily dropped from their zones A, B, for repairs.

The side trusses and top decking of the frame arrangement abovedescribed, it'will readily be seen, can in large part be readily shapedor bent from one piece to the form shown, and such parts as are moreeasily made: separately, (for example, various cross and diagonalbraces) can be readily welded or otherwise secured to the main portionin order to make a rigid, unified, structure. Such a general arrangementresults in, or can be made to'form, substantial lightening apertures oropenings, as illustrated at 25, 26, I1, and the like (viewed in plan inFigure 2), and at 28, 29, 30, 3i, and the like (seen in the sideelevational views of Figures 3 and In addition to the upper flanging ordecking l8 and the'subjacent diagonal bracing, seen in Figure 2,additional flanging or stiffening may be provided, such as at II, asseen in Figure 5. The frame includes,

or has associated with it, certain additional structural members andother features, such as attachment fittings and the like, as will appearmore clearly hereinafter.

The frame. I5 is carried on the wheels 33 (diagrammatically shown inFigures 3 and 5) which may be equipped with rubber tires 34 and metalflanges 35 (as seen in Figure l), in the following manner: I

Each pair ofwheels is mounted upon an axle I5, which may preferablythough not necessarily be of light tubular non-rotative type, the wheelsbeing rotatably mounted on the outer ends of the axles and carryingsuitable brake drums 36 (diagrammatically shown in Fig. 1); thisspecific typeof wheel, tire, and axle, being not, per se,

a part of my present invention. The wheels and axles may desirably bedivided into a plurality of groups, preferably two groups; and in theillustrated embodimenteach group is made up of two axles with theirwheels, one group being located toward one end of the truck frame andthe other group being, located toward the opposite 'end thereof. As bestseen in Figures 3 and 5,

free space or clearance is provided beneath the truck framing, in thegeneral upwardly arched zones A, Band A, B, for the axle mechanism.

The axles of each'pair or group are equalized together (separately fromthose of the other group) by a'pair of equalizer members 31, one locatedat one side of the truck and the other at the opposite side, and eachlying between the outside face of the truck and the inner faces of thewheels, each of said equalizers having the combined functions ofvertical and lateral equalization. Each equalizer is flexibly connected,at

its respective ends, as by spherlcal'joints or ball seats, with the twoaxles of a pair, as diagrammatically indicated at 38, 38 in Figure 1, soas to provide for relative angling between the equalizers and the axlesin a horizontal plane as seen in that figure, for vertical rocking ofthe individual axles, and for a rotative oscillation of the equalizerabout the axis a: of the axle, as will be clear from that figure andFigure 5. v

In the foregoing manner, the two axles l6, of a pair, are permitted atrue lateral motion, relative to each other and to the truck, which,however, is equalized by the members 31, in a manner hereinafter to bedescribed, the equalizers thus further forming with said axles aparallelogram, which is rectangular, viewed in plan, when the truck ison straight track, and which becomes tudinal center line of the truckframe. Likewise,

, it will now be evident that the members 31 equalize the distributionof the weight upon and. the vertical motions of the two axles of a pair,relative to each other and to the truck-frame. as oc'- I curs whenpassing over irregularities in the track, and the like. The foregoingwill appear still more clearly after the description of the mounting ofthe equalizers on or in follows:

At the side of the truck frame, at a point 3 Y intermediate the twoaxles of a pair is mounted a shell, housing, or guide, which may takethe form of a tubular or cylindrical member 40, rigidly secured, as bywelding, to the truck frame; and the equalizer 37, at an intermediatepoint, is pivotally mounted therein on a horizontal transverse pivotaxis for rocking of the equalizer in a vertical plane, and upon averticalpivot axis coinciding with the axis 42 of the member 40, forlateral rotation or oscillation of the equalizer, with respect to thetruck frame. As will be later described in detail, the equalizer mayfurther be provided with vertical sliding motion within the guidingcylinder 40.

It will now be evident that one group or set of wheels with their axlesis arranged for both latoral and vertical equalization by a single orcommon equalizer system, which serves additionally to maintain the axlesalways in' parallelism with each other and'with a transverse linethrough the truck frame, and further serves toposition saidaxles withrespect to their location consideredlongitudinally of the truck frame.The lateral centering, the-ultimate limiting of motion, thexresilientmounting, and the horizontal and vertical dampingof motions andvibrations. of both axles of said pair with respect to the truck frame,are also preferably carried out by this same equalizer system: as willhereinafter appear from consideration of the more detailed figures ofthe drawings.

However. before proceeding to such details.

some additional consideration should be given to,

Figure 1. From this figure it will be noted that. on a curved track(with a truck having two pairs of axles, so equalized) the end. orouter. axle of .each pair will move literally toward the inside of thecurve: and the we inner axles will mo e toward the outside of the curve:and that under any of these lateral movements, as well as under anymovements of the axles. either bodily. or rocking, in vertical planes.the axles of a pair are equalized together: and if there are two suchsets or groups, one at. each end of the truck frame, these two-groupsare in turn equalized together by the truck frame l itself. and at thesame time the central longitudinal line of the truck frame is therebymaintained at substantially true tangency to the curve.

In addition to such action on a curve, it will be seen that the effectof all irregularities in both straight and curved track (both of alateral and of a vertical nature) will be distributed between theguiding wheels of the group and the following wheels thereof.

It should be understood that I may mount the truck on but one group ofequalized axles, or upon two groups as shown; that more than two axlesmight make up each group; or that one end of the truck might besupported by such a group,

The equalizers thus also mainthe truck frame, as

.of vertical webs or walls equalizer.

58 are provided in the front and rear walls of b 3 and the other end by.a. single pair of wheels (or more than one pair) mounted or journalledin the frame in any of the heretoforeknown ways; although thearrangementshown is the present preferred embodiment of the invention.

Turning now to the detailed features forming parts of, or associatedwith, the equalizer mechanism: It will be observed from the drawings ingeneral, and particularly by'reference to Figures 4, 9, and 10, that theequalizermember 31 is universally mounted uponthe axles which itequalizes, by means of a ball 43 externally formed on or secured to eachaxle,.and a spherical seat 44 which may be formed by two annular inplace by a block member 46, which has slot and groove-engagement at 41,41 with the open jaws 48, 48 of the equalizer head 49, between whichjaws the block is held as by a bolt 50.

The equalizer fl, intermediate its ends has a flattened boss 5|transversely apertured at 52. said flat-sided portion 5| fitting betweena pair 53 (see Fig. 13) of the plunger or crosshead 54 which is mountedwithin the housing or cylindrical mounting 40. The

equalizer is pivoted in said crosshead, on a horivzontal transverseaxis, by means of the pivot pin 55, which extends through apertures 56in the walls 53 and through the aperture 52 in the Suitable holes oropenings 51 and the crosshead guide 40, for insertion of the pivot pin55 and the retaining nut 59. It is obvious that this arrangementprovides for rocking of the equalizer member 3'! in a vertical plane,about the axis of the pivot pin 55, and suitable means of lubricationmay be provided, at this point, as by means of the grooving 60.

Bodily relative movement vertically between the equalizer 31 and theguide 40 which is fixed on the frame is taken care of by verticalsliding of the crosshead 54 within the bore of the guide member 40; anda, spring 6|; housed within the chamber 62 formed by-the upper portionof the cylindrical shell 40 serves to provide a yielding support of thetruck frame upon the equalizer.

The cylinder 40 may be a casting, having core and inspection holes a andI), closed respectively by permanent and removable plates 0 and d.

Oscillation. of the equalizer in a transverse horizontal plane, upon avertical axis intersecting the axis of the pivot pin 55, is accommodatedby virtue of the piston-like ends 63 and 64 of the crosshead 54, whichare mounted with a rotating, as well as a verticaly sliding, fit in thecylindrically bored parts 65 and 66 of the guide member 40. Lubricantfittings may be applied to the apertures 65a, 66a. All of the movementsof the equalizer, as indicated to an exaggerated degree by the lines31a, 31b and 310 (in Figures 12 and 14) are permitted by the enlargedvertically extending apertures 61 formed in the walls of the crossheadguide 40.

The mounting of the equalizer guide member 40 upon the truck frame isrendered secure by means of the ledges or surfaces 40a and 40b (seeFigs. 13 and 14) which abut, respectively, against the outer face andlower edge of the frame (as seen in Figs. 2, 3 and 5) and to whichsaidsurfaces are preferably we. .ed. I prefer to mount the entire equalizersystem outside the plane of the side of the frame and inside the planeof the wheels, as that is most eflicient, economical. of

weight, and convenient for arrangement of shock absorbers and otherparts.

Controlled limitation of the lateral angling of the equalizers (and thusa tendency to center or return the axles and wheels to their normalmidposition) is obtained by means of an extension 68, formed atone endof each equalizer, which abuts, at its inner face (asseen in Fig. 2)against. a plunger 99 (as seen in detail in Fig. 11). .The plunger fitsinto the outer end of a-cylinder 10 which houses a centering spring II,reacting between the plunger 69 and a fixed abutment or plate 12. Ifdesired, an inner fixed limit of motion may be provided by abutment ofthe flange, 13 of the plungeragainst the end 14 of the cylinder I0; anda fixed limitation of the outward movement of the plunger may beobtained by means of the bolt 15, which extends longitudinally throughthe spring H and is secured as by welding I6 to the plunger 69 andretained in place (and if desired, adjusted) by means of a nut 11bearing against the inner face of the fixed abutment I2.

A pair of these centering units are mounted, one at each end, on a crossmember or brace I8 (see Figs. 2, '7, 8 and 11) the centering springcylinders preferably being integral with the crossbrace, which lattermay be made of stock tub- Ing, partially cut away, as shown. Thecentering assembly, thus formed, may be secured to the frame of thetruck in any desired manner, as by means of the brackets or strapmembers I9, which, as seen-in Fig. 3, are secured to the flanglng 32 ofthe frame members i'Ia.

If desired, a certain amount of free latera may be provided for theequalizers, and thus for the axles, by adjusting the centering units toa point where there is some slight clearance between-the inner faces ofthe equalizer ends 68 and the outer faces of the plungers 09. However,even if the device is arranged or adjusted sothat there is no freelateral, (i. e. so that the springpressed plungers 69 are against theequalizers when the latter are in their mid-position, that is "neutral?laterally) the adjustment is preferably 'means of a pair of shockabsorbers 95, each of which may be fixed upon the truck frame. Theconnection between each such damping device and the equalizer may be bymeans of the shock absorber shaft 90, the lever 91, a pivot or balljoint 98, link 99, and pivot or ball joint I00, connecting the link toan apertured ear I0l on the equalizer member. Adjustment of the lengthof the links 99 may be obtained by a threadeddevice as indicated at I02.The flexible or ball joints in the vertical shock absorber permit freelateral axle play, while those in the lateral shock absorber connectionspermit free vertical axle play and axle rocking.

By reference now to Figures 2, 3 and 6, it will be seen that themounting of the main frame of the vehicle upon the truck frame IS (themount-.- ing of which truck frame on the axles has just .been described)provides for an additional re- .drical portion I00, providing a rotativeor swivelsuch that the springs on opposite sides are not;

both exerting a material compression force upon the two oppositeequalizers at the same time, as otherwise their action would simply beopposite and would in large part destroy the intended centering effect.

In addition to lateral centering mechanism, I preferably also employ alateral cushioning or shock absorbing device, which may be of thedouble-acting, non-resilient type. As seen in Figure 4, any suitablehydraulic, or other, shock absorber 00 (the details of which need not behere shown) is mounted by a bracket or upstanding plate 0I, upon thecross member I9 of the truck frame. The rotative operating member orshaft 82 of this shock absorber may be coupled with an axle I0 by anysuitable means such as a lever 83, a link 04 which is pivoted at 05 tothe lever, a pivot 95 connectingsaid link to an arm 01 of a bell crank,.a fixed pivot 98 for the bell crank,

a ball joint 89 connecting the second arm 90 of.

the bell crank to a link 9|, which latter is adjustable for length bythe devices 92, and a pivot or ball-joint 93 connecting the link to abracket 94 which is welded or otherwise securely fastened to the axleI6. By this mechanism, the vibrations and oscillations of theinterconnected pair of axles and equalizers are damped or restrained asagainst. the building up of synchronous motions or periodic vibration,laterally of the truck.

ing bearing, through the intermediation of the lubricant pad or plateI05, cup-shaped member I06 and pad I01, with the recess or center plate1 pocket I08 of the truckbolster I09. A center pin extending throughthese parts is illustrated at II0.

The bolster I09, at its outer ends carries, upon its upper face, a pairof upstanding brackets or supports III, which serve to mount sidebearing .guides H2 in whichthe side hearings or rollers 3 are mounted oninclined or arcuate tracks II'2a., These rollers, it will be understood,serve to cooperate with transverse members or transoms of the main frameI03, or with some other part of the vehicle superstructure or frame, notonly to support the latter in conjunction with the swivel mounting butalso to tend to center the truck frame, about its point of pivotalmounting, with relation to the vehicle proper, the inclined ways IIZaco-operating'toWard this end.

In general, the bolster I09 is of box shape in cross section, providedwith strengthening webs Ill, 5; and, at the ends, it isprovided withspring-band seats or pockets IIB, opening downwardly, within whichsuitable pads or filler blocks I Il may be fitted, against which theupper spring bands I I8 bear. Rubbing pads I09a may be pomtioned betweenthe bolster and the frame, not only to take the wear but also to keepthe bolster in its true transverse plane. Full elliptic springs H9 maybe provided, (the individual leaves of which are not shown) the lowerspring bands I20 of which are seated or recessed into seats in the uppersurfaces of the end portions or castings I2I of the tubular spring plankI22.

The said end portions I2I of the spring plank are provided at theirlower faces with recesses ure 2) by the plate or web structure I29, and15 obviously of great advantage with any type of but is especiallyadvantageous comprises primarily vertically deep plates or sheets I21(see Fig. 3), which latter may be made integral with each other andformed to substantially a U-shape by means of the curved bottom portionI28 (as best seen in Figures 3 and 6); and it will be seen that thisU-shaped transverse portion of the frame is seated in the mainlongitudinal structure I1, I1a of the truck frame, and

embraced between the immediately adjacent upright webs I'Ib thereof, andserves to receive the center pin structure and associatedweight-transmitting parts.

Between the upper decking I8 of the main frame I5, and the intermediatehorizontal web I26 thereof, are a couple of vertical webs I29, inaddition to the longitudinal vertical portion I! (as best seen in Figure6). A longitudinally extending box-like structure is thus formed, as apart of the truck frame, just above the bolster I (I9, and at each sideof the center pin construction. This general assembly of the truck frameand associated parts is completed by the provision of pads I30, whichmay be rubber bumpers,

mounted in sockets I3I at the outer faces of the upper longitudinalplates IT, in position to serve as yielding stop devices for the lateralmotion of the bolster I09, which latter is adapted to engage said stopsby means of an upstanding braced bracket I 32, which is located on theupper face of the bolster, mid-way between the arms I25 of thetransverse structure of the main truck frame.

Other details of the truck mechanism involve: the provision of U-shapedsafety bars or hangers I33 (see Fig. 3) at each end of the truck, whichare formed by U-bolts, each loosely embracing ,an axle, and fastened asby nuts I34 to the top plating I8 of the truck frame; and the provisionofconveniently located brake rigging brackets I35 and I36, for themounting of brake levers and the like for operating the brakes 36 (suchrigging, however, not per se forming a part of the present invention).

It will now be evident that, considered in a broad way, the majorportion of the mechanism might be applied directly to the main frame ofa vehicle, for example, by forming the frame I5 of sufficient size andlength as to constitute, itself, the ordinary main frame which is rigidwith the superstructure of the vehicle; the upper contour of such framebeing made to conform to the requirements necessary for directlymounting the superstructure thereon, without the intermediation of thecenter pin, bolster, and associated parts. However, it will also be seenthat the invention is of especial advantage in truck structures, becauseof the flexibility of construction and operation, the reduction inweight of the trucks and also of the vehicle as a whole, theminimization of the load per axle and thus the load and other stresseson the tires, and the various other advantages which are obtained by theinvention.-

1n amplification of the foregoing, it might be pointed out that arailway vehicle of substantially ordinary passenger carrying capacity,when mounted on two trucks of the type herein disclosed, can be builtwithin an overall weight substantially less than the weight of anordinary railroad coach of normal standard construction; even thoughtwice as many. axles may be employed as compared with such ordinarypractice.

similarly, the weight of an eight-wheel truck wheel and tire,

in the increase in reliability. and safety and the reduction in theupkeep-of rubber-tired or other resilient-wheeled running gear. I

In addition to the foregoing, it should be noted that while the truckframe itself is of a rigid construction and thus not open to the graveobjections chargeable against certain flexibly-- jointed truck framestructures which have heretofore been proposed (that is, impropertracking or riding qualities, smaller margin of safety, etc.) yet agreat degree of flexibility is provided between the truck frame itselfand the wheels, and also between the main frame of the vehicle and thewheels, with motions of various kinds in the horizontal plane as well asin the vertical plane.

ling motion, in a horizontal proper swivelyieldingiy resisted by the (asseen in Fig. 6) and and limited by means of inclination of the linksalso yieldingiy controlled the buffers between the bolster and the truckframe. and relative displacement in a direction longitudinally of thetruck, the truck frame, are prevented by the interposed bolster rubbingpads. Proceeding further, the connection between the truck frame andeach of the double-acting equalizers combines, ina unified device, sionfor a yielding mounting of the truck frame virtue of the ballconnections; and still further flexibility may be provided by thepneumatic tires interposed between the wheels and the rails. At the sametime, the motions of the equalizers and axles, with relation to thetruck frame, are damped by the shock absorbers, and controlled and urgedtoward mid-position by the centering springs. In addition to all of theforegoing, equalization between the two sets or groups of wheels isobtained through the intermediation of the truck frame-itself.

It should here be pointed out that the truck means are provided toframe,

frame is stabilized-both laterally and vertically, and is prevented fromcocking when on curves or irregularities, not only by virtue of thelateral centering springs (acting on the equalizers) and by means ofthecentering side bearings, but also. of the pivotal mounting because ofthe location of the truck at a point or zone longitudinally offset fromthe center of equalization of a wheelgroup, and by the longitudinalextension of the truck frame from one equalized group of wheels andaxles to another axle or axles. Thus various stabilize or steady thetruck frame so as to prevent it from being whipped or moved about inunison withthe r movements: while at the same time preserving greatfreedom of movement of the equalizers, axles and wheels, anddistributing between the wheels 'the shocks of track irregularitieswhich are severe at high speeds.

In operation, the truck structure thus provides excellentguiding,tracking and riding qualities, even at very high speeds, withoutexcessive motions of the car body, and without the building up ofresonant or synchronous oscillations or vibrations in the truck orvehicle.

As to the construction in general, and particularly of the truck frame,attention should be called to the fact that a maximum of functions, anda high degree of are obtained with a minimum quantity and weight ofmaterial, which is advantageously disposed in the form of equalizerswhich perform a plurality of functions and in the form of a truck framewhich is composed of light-weight main decking, diagonally braced, andsupported by two light-weight side trusses, of exceptionally deepsection, the whole being cross-braced at advantageous points by membersadjacent the mounting of the equalizers, and by a deep centraltransverse member, of generally U-shaped cross section, which servesalso to receive or house the bolster, spring plank, and other parts.

I claim:

- 1. In railway vehicle running gear and supporting structure, thecombination of atruck axle 'means at one end thereof, a set of axles at'the other end thereof, a pair of'rigid bars equalizing together theaxles of said set, both laterally .and vertically, means for supportingthe vehicle frame upon said truck frame in the middle region of thelatter, whereby said truck frame serves as an equalizer device betweenthe axle means-at one end and the set of axles at the other end, a setof relatively angled pivot devices interposed between the truckframe andeach equalizing bar accommodating vertical and lateral angling of thelatter, a vertical guide for each such set of pivots providing forappreciable bodily vertical movement thereof andthus of the associatedbar, and a yielding resistance device at each set of pivotsaccommodating said vertical movement.

2. In a truck structure of the character described, a frame, means foryieldingly supporting a vehicle body thereon, a plurality of axles withtheir wheels, arranged for relative lateral and vertical motions andsaid frame, equalizer mechanism having flexible connections with saidaxles, pivot means associated with said equalizer mechanism and arrangedto provide for vertical and lateral rocking of the same, yielding meansfor transmitting weight from said frame to said pivot means, and guidemeans for flxingthe pivot locations both laterally and longitudinallywith respect to the frame and strength where required,

for such motions relative to providing for guided bodily verticalmovement of the equalizer mechanismsubject to the restraint of saidyielding mechanism.v

3. A truck structure comprising: a frame having longitudinally extendingside portions lying substantially in vertical planes, central transversestructure intermediate the ends of said side portions for receivingweight of the vehicle,

a pair of transverse vertical interbracing members between said sideframing, one toward each end of the truck, and diagonal membersinterbracing said central transverse structure with the juncture formedby the side frame portions.

and the transverse members; a weight-transmitting mounting device ateach of said juncturcs; a plurality of axles with their wheels; andmeans for supporting said frame upon said axles comprising a pluralityof equalizer members, each member having means serving to journal twoaxles and having a pivotal support associated with one of the saidmounting devices.

4. A railway truck comprising a longitudinally: extending truck-frame, agroup of axles with their wheels, means for transmitting weight fromsaid frame to said group of axles including equalizer mechanismconnected with said axles and having a mounting upon the frame providingfreedom for lateral and verticalequalizing motions, a yieldingweight-transmitting center-pin mounting on the truck frame at a pointlongitudinally removed from said group of axles adapted for operativeassociation with the vehicle proper, and axle centering mechanismreacting between the frame and the equalizer mechanism at a pointlongitudinally removed from the equalizer mounting upon the frame.

5. A railway truck comprising a truck frame, a group of axles with theirwheels, a swingmotion yieldingly-mounted bolster carrying a swivellingcenter pin device for, transmitting weight from the vehicle proper tothe truck frame, means preventing any appreciable displacement of saidbolster from a true transverse plane with respect to the truck frame,means for transmitting weight from said frame to said group of axlesincluding equalizermechanism connected with said axles and havingamounting upon the frame providing freedom for lateral and verticalequalizing motions, and means tending toward lateral centering of theequalizer mechanism, and thus of the axles, with respect to said frame.

6. A railway vehicle truckstructure comprising a longitudinally extendedtruck frame, a swiveling center bearing for supporting weight of thevehicle thereon and having a lateral-mo tion mounting on the truckframe, axle and wheel means for supporting the truck frame at each endthereof, the said means for at least one end of the truck comprising apairof axles, a pair of rigid equalizer members in which the ends ofsaid pair of axles are respectively pivotally mounted, for each of saidequalizer members a universal mounting upon said frame between the axlesof the pair providing for pivotal equalizer movements both laterally andvertically with respect to the frame, yielding resistance means actingupon the equalizers adjacent an end thereof and yielding means forcushioning the load including a spring support betweenthe equalizermounting and the truck frame.

7. In a vehicle truck structure, a truck frame, a lateral-motion bolstercarrying a center pin for pivoting the truck and transmitting vehicleweight to the truck frame, a plurality of wheeled 7 relative verticaland lateral motion, weight transmission mechanism between the frame andsaid axles, said mechanism comprising equalizing means operativelyassociated with said two' axles tozequalize vertical and lateral motionbetween th in and cushion means through which the superimposed weightis-transmitted from said frame to the equalizing means, and means actingto. stabilize said framefrom a zone longitudinally removed from the saidequalizing for lightness,

means. v 8. In a vehicle structure, a frame, a pair of axles with theirwheels for supporting weight imposed bysaid frame, and a pair ofequalizers having angling-joint connection with said axles and eachmounted on the frame by two pivot means providing intersecting pivotaxes whereby the equalizer is associated with said frame in position toserve commonly as a means to transmit such weight and as a means toequalize lateral motions of said axles, the equalizer mounting includingmeans for maintaining the vertical motions of opposite equalizers attheir pivot centers in constant parallelism and for fixing their axes oflateral motion at constant relative spacing.

9. Vehicle supporting apparatus and running gear comprising aweight-carrying frame structure, a plurality of axles with their wheels,weight-transmitting equalizer mechanism including rigid equalizers inwhich said axles are mounted, means mounting said frame structure onsaid equalizer mechanism between axles ineluding pivots providing forvertical and lateral equalizing motions and sliding guide means withsprings providing for bodily vertical movement of said mechanismrelative to the frame structure, and yielding resistive lateral motioncontrolling means reacting directly between the frame and the equalizermechanism at a region substantially removed longitudinally from theinterconnection of the frame structure and the equalizer mechanism.

10. A truck frame formed in large part of sheet metal and comprising amain decking, apertured for lightness, side trusses similarly apertured,means for mounting and transmitting weight to axle equalizers at eachside'of the frame and adjacent each end thereof, and cross-bracingadjacent the latter means andextending from one side truss to the other.

11. A truck frame formed in large part of sheet metal and comprising amain decking, apertured side trusses similarly apertured, means formounting and transmitting weight to axle equalizers at each side of theframe and adjacent each end thereof, cross-bracing adjacent the lattermeans and extending from one side truss to the other, and a centralcross-brace of substantial depth in a vertical direction,

12. A truck structure including a truck frame formed in large part ofsheet metal and comprising a main decking, apertured for lightness, sidetrusses similarly apertured, means for mounting and transmitting weightto axle equalizers at each side of the frame and adjacent each endthereof, cross-bracing adjacent the latter means and extending from oneside truss to the other, and a hollow central cross-brace of substantialdepth in a vertical direction and configured and adapted to house aswing-motion bolster and center pin mounting structure.

13. A truck frame comprising upper decking or stiffening means, sidetrusses extending longitudinally, vertically 'deep transverse elementssecuring the side trusses together substantially centrally thereof inposition to receive between them the center pin and associated weighttransmitting parts, and substantially horizontal braces diagonallyinterconnecting said side trusses and braced by said vertically deeptransverse elements.

14. A truck frame comprising upper decking or stiffening means, sidetrusses extending longitudinally, vertically deep transver'se'elementssecuring the side trusses together substantially centrally thereof inposition to receive between them the center pin and associated weighttransmitting parts, and substantially horizontal braces diagonallyinterconnecting said side trusses, together with transverse verticalbracing webs longitudinally removed from the center of the truck andbracing also said diagonal members.

15. A truck frame comprising upper decking or stiilening-means, sidetrusses extending longitudinally, vertically deep transverse elementssecuring the side trusses together substantially centrally thereof inposition to receive between them the center pin and associated weighttransmitting parts, and substantially horizontal braces diagonallyinterconnecting said side trusses, together with transverse verticalbracing webs longitudinally removed from said diagonal braces beinglocated beneath said decking and extending from said webs to saidelements.

16. A truck frame comprising upper decking 17. A truck frame comprisingupper decking or stiffening means, side trusses extending longitudinally, vertically deep transverse elements securing the side trussestogether substantially centrally thereof in position to receive betweenthem the center pin and associated weight transmitting 1 parts, andsubstantially horizontal braces diagonally interconnecting said sidetrusses, said side trusses being formed to provide clear axle-receivingzones, and said diagonal braces being vertically spaced apart from saidzones, portions of said side trusses extending downwardly in position tobe between axles, and means on said portions for receiving and securingan axle mounting assembly.

18. An equalizer system for a pair of axles, comprising an equalizer baradapted to be associated at each end with an axle for transmittingweight thereto; means for mounting said bar at a point intermediate itsends including pivot mechanism providing for vertical and lateralrocking of said bar, means providing for guided bodily vertical movementof the pivot mechanism and means yieldingly cushioning such movement;and shock absorber means connectedto said bar to damp vertical movementsthereof. 19. An equalizer system for a pair of axles, comprising anequalizer'ba: adapted to be associated at each end with an 'axle fortransmitting weight thereto; means for mounting said bar at a pointintermediate its ends including pivot mechanism providing for verticaland lateral rocking the center of the truck,.

of said bar, means providing for guided bodily u connectedrespectivelyadjacentopposite ends of said bar. v

20. An equalizer system for a pair of axles, comprising an equalizer baradapted to be associated at each end with an axle for transmittingweight thereto; means for mouting said bar at a point intermediate itsends including pivot mechanism providing for' vertical and lateralrocking of said bar, means providing for guided bodily vertical movementof the pivot mechanism and means yieldingly cushioning such movement;and a pair of vertically acting shock absorber devices connectedrespectively adjacent opposite ends of said bar, together with jointmeans in said connections providing substantially free lateral movementsof the bar.

21- An equalizer system for a pair of axles, com- .prising an equalizerbar adapted to be associated respectively adjacent opposite ends of saidbar, to-

gether with joint means in said connections. providing substantiallyfree lateral movements of the bar; and other, mechanism exerting acontrolling eifect upon lateral rocking equalizer movements.

22. In a railway vehicle truck, a truck frame, a plurality of axles, apair of equalizers extending between adjacent axles to transmit weightthereto, means articulating said axles to said equalizers for relativeangling both vertically and laterally, and pivot mechanism mounting theframe upon each equalizer for, relative vertical rocking about a pointwhich is fixed longitudinally of the frame but vertically movable withrespect thereto and for relative lateral rotation about an axis which isfixed with respect to the frame.

23. In a railway vehicle truck, a truck frame, a plurality of axles, apair of equalizers extending between adjacent axles to transmit weightthereto, means articulating said axles to said equalizers for relativeangling both vertically and laterally, and pivot mechanism mounting theframe upon each equalizer for relative vertical rocking about a pointwhich is fixed longitudinally of the frame but vertically movable withrespect thereto and for relative lateral rotation about an axis which isfixed with respect to the frame, and means tending to maintain aparallel relationship between the equalizers and the longitudinal planeof the truck frame, such means reacting between the equalizer and theframe at a point substantially removed longitudinally from the point ofpivoting of the equalizer on the frame.

24. In a railway vehicle truck,'a truck frame, a plurality of axles, apair of equalizers extending between adjacent axles to transmit weightthereto, means articulating said axles to said equalizers for relativeangling both vertically and laterally, and pivot mechanism mounting theframe upon each equalizer for relative vertical rocking about a pointwhich is fixed longitudinally of the frame and for relative lateralrotation about an axis which is fixed with respect to the frame andmeans tending-to maintain a parallel relationship between the equalizersand the longitudinal plane of the frame, such meansreacting between theequalizers and the frame adjacent the points of articulation of theequalizers on an axle.

25.,In a railway vehicle truck, a truck frame, a pair of non-rotativeaxles with wheels rotatably mounted thereon, a pair of rigid equalizersextending from axle to axle ,to transmit weight thereto, auniversally-angling connection between each equalizer and each axlecapable of transmitting lateral thrusts as well as weight to the axle,and a universal pivot mounting for each equalizer on the truck frameintermediate .the axles of the pair, with cushioned vertically slidingmeans through which the superimposed weight is transmitted to theequalizers.

26. In a railway vehicle having a main frame,

the combination of a truck frame, axle means at one end thereof, a setof axles at the other end thereof, weight transmitting equalizer meanspivoted on said truck frame for equalizing the axles of said set bothlaterally and vertically, the equalizer pivot means being restrained asagainst lateral motion relative to said truck frame, and a swivelingcenter bearing adapted to receive weight from said vehicle frame, andtransmitting weight through a lateral-motion mounting upon the truckframe.

. 27. In railway vehicle supporting structure, a plurality of wheeledaxles having freedom for relative lateral motion and rocking movements,a weight-carrying frame extending as a rigid unit from adjacent thewheels at one side to adjacentthe wheels at the other, at each side ofsaid frame a rigid equalizer member having a lateral-thrusttransmittingconnection with each of said axles comprising a ball-joint thereon, andmechanism mounting each equalizer member on the frame at "a fixedvertical axis with freedom-for vertical plurality of wheeledaxles havingfreedom for relative lateral motion and rocking movements, a

' weight-carrying frame extending'as a rigid unit from adjacent thewheels at one side to adjacent the wheels at the other, at each side ofsaid frame a rigidequalizer member having a lateral-thrusttransmittingconnection with each of said axles comprising a ball-joint thereon,mechanism mounting'each equalizer member on the frame at a fixedvertical axis with freedom for vertical and lateral angling and forsubstantial bodily vertical movement on said fixed axis but preventingappreciable transverse rolling of the equalizer member, and cushionmeans transmitting weight from said frame to each equalizer member adjacent its said axis.

29. In railway vehicle supporting structure, a plurality of non-rotativeaxles with wheels rotatively mounted thereon and having freedomforrelative lateral motion and rock-ing movements, a weight-carryingframe extending as a rigid unit from adjacent the wheels at one side toadjacent the wheels at the other, at each side of said frame a rigidequalizer member having a lateral-thrusttransmitting connection witheach of said axles comprising a ball-joint thereon, and mechanismmounting each equalizer member on the frame at a fixed vertical axiswith freedom for vertical and lateral angling and for substantial bodilyvertical movement on said fixed axis but preventing appreciabletransverse rolling of the equalizer member.

30. A railway truck comprising a truck frame, a group of axles withtheir wheels, a swing-motion yieldingly-mounted bolster carrying aswivelling center pin devicefor transmitting weight from the vehicleproper to the truck frame, means preventing any appreciable displacementof said bolster from a true transverse plane with respect to the truckframe, means for transmitting weight from said frame to said group ofaxles including equalizer mechanism connected with said axles and havinga mounting upon the frame v. providing freedom for lateral and verticalequalizing motions, means tending toward lateral centering of theequalizer mechanism, and thus of the axles, withrespect to said frame,and means limiting the lateral swing-motion of said bolster.

31. In a railway vehicle truck,. a truck frame, a plurality of axles, apair of equalizers extending between adjacent axles to transmit weightthereto, means articulating said axles to said equalizers for relativeangling both vertically and laterally, pivot mechanism mounting theframe upon each equalizer for relative vertical and lateral oscillationand bodily vertical movement, and including vertical guidemeans foraccommodating said vertical movement and preventing transverse rollingof theplane of the equalizer relative to the truck frame.

WILLIAM E. WOODARD.

